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02/28/11 - (PilotsFor911Truth.org) It has been reported that American Airlines Flight 77 departed Washington Dulles International Airport at approximately 08:20 AM on the morning of September 11, 2001 allegedly from Terminal Concourse D Gate 26 (1). However, the Flight Data Recorder positional data provided by the National Transportation Safety Board tells a very different story.

The below illustration is a diagram of Dulles Concourse D and their respective gates. It shows Gate D26 on the southwest corner of the terminal.

Below is the raw lat/long plot based on the information as seen in the raw Flight Data Recorder file provided by the NTSB. As you can see there is an offset from the runway during departure. This is due to navigational errors associated with the device involved, called an Inertial Navigation System or INS. (Update - There should not be any error if this data came from an American Airlines 757. See more here.)

CLICK IMAGES TO ENLARGE - CLICK BACK TO RETURN

Color Coding is recognized as:

Green P9-P0 is night before engine off Red M1 is at the Terminal Yellow M2 is backed out and start of Taxi Red M3 is Radio Alt 3 Feet, 1st indication of lift off

(Update to color coding - It appears the Red M1 is the engine start after pushback, and the yellow M2 is forward movement into a turn for start of taxi. Click here for more details.)(Update - There should not be any error if this data came from an American Airlines 757. See more here.)

After adjusting a Lat/Long offset based on drift prone to the navigational equipment utilized, the positional data has the aircraft departing a gate further east of Gate D26 and on the north side of the Concourse.

CLICK IMAGES TO ENLARGE - CLICK BACK TO RETURN

On closer inspection....

CLICK IMAGES TO ENLARGE - CLICK BACK TO RETURN

Once again the data being offered by government agencies do not support their theories.

Is this a possible aircraft swap before they even left the ground? Pilots For 9/11 Truth discover evidence of possible airborne aircraft swaps as well in their latest release "9/11: Intercepted". In almost 10 years since the attacks of 9/11, there hasn't been any evidence offered thus far which supports the government version of events, nor evidence linking their data to their reported allegations.

Founded in August 2006, Pilots For 9/11 Truth is a growing organization of aviation professionals from around the globe. The organization has analyzed Data provided by the National Transportation Safety Board (NTSB) for the Pentagon Attack, the events in Shanksville, PA and the World Trade Center Attack. The data does not support the government story. The NTSB/FBI refuse to comment. Pilots For 9/11 Truth do not offer theory or point blame at this point in time. However, there is a growing mountain of conflicting information and data in which government agencies and officials refuse to acknowledge. Pilots For 9/11 Truth Core member list continues to grow.

It would help to have the pictures appear with the text -- I had to open them in other tabs in my browser. Is that possible.

In examining the fourth picture (the overlay) in the context of the red/yellow definitions (Red M1 is at the Terminal, Yellow M2 is backed out and start of Taxi), if North is "up" (since D26 is at the SW corner of the terminal), then the plane is backing up southward (M2 is "below" M1). But if the plane is, as suggested, on the north side of the terminal at M1, how does backing up put it south of where it started. The M2 position appears to be right in the terminal. Am I missing something here?

Also, a minor clarification requested: is the description of Green P9-P0 -- night before engine off -- meant to say "right before?" If so, is the green referring to its approach to the terminal prior to loading?

It would help to have the pictures appear with the text -- I had to open them in other tabs in my browser. Is that possible.

In examining the fourth picture (the overlay) in the context of the red/yellow definitions (Red M1 is at the Terminal, Yellow M2 is backed out and start of Taxi), if North is "up" (since D26 is at the SW corner of the terminal), then the plane is backing up southward (M2 is "below" M1). But if the plane is, as suggested, on the north side of the terminal at M1, how does backing up put it south of where it started. The M2 position appears to be right in the terminal. Am I missing something here?

Also, a minor clarification requested: is the description of Green P9-P0 -- night before engine off -- meant to say "right before?" If so, is the green referring to its approach to the terminal prior to loading?

Thanks for any clarification.

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Here is an adjustment of the lat/long plot to Gate D26 which may answer your other questions.

The original color coding may have been misinterpreted as the aircraft start is usually after push back from the gate unless the aircraft requires ground power.. .etc.

So the red M1 position should perhaps read "start engines after pushback", yellow M2 is the "forward movement of aircraft and turn to taxi".

The adjustment overlay for the IRS offset could have been adjust a bit better as well. All in all, it appears a more north gate departure than a southern gate departure as a south gate departure would place some of the taxi and all of the takeoff in the grass..

Either way, north or south, the aircraft did not depart gate D26, which conflicts with the govt story.

Some have claimed the IRS aligned itself shortly after departure. This is impossible, and here is why.

An aircraft can update it's position in flight, but this is very different than initial alignment. If an initial alignment wasnt performed, the updates in flight will not be accurate. See links above for detailed descriptions and the reasons why such an issue is important (albeit not so much to this specific discussion).

Rob, I've scoured through some work over the years regarding 9/11 and I think this is the first time I've ever been left staring at a computer screen speechless all night. Not because I haven't seen more impressive sleuthing or presentations (both from CIT and this forum) but because of the simplicity and raw in your face undeniability that the FDR was manipulated and/or didn't come from "Flight 77".

Hats off to you and Tume.

Sorry, have to throw my 2cents in here..

Could this data have been made on another aircraft leaving from the gates north of D26, pre-9/11, making almost the same route as seen in the "data" and then tinkered with the numbers in the final seconds to purposely muddy the NOC flightpath to leave a "margin of error" for government loyalists to play with (and drag out)?

I know Sgt William Lagasse described a "rookie pilot" overshooting the Pentagon in the days after 9/11 (need to find direct quote).And that Aldo has heard from witnesses who heard and felt a low flying passenger jet at very low altitude in Arlington in the weeks before 9/11.

Is it possible to find the flights that left from those gates (D21 and D19) in the weeks before and after 9/11?

The Airline will probably tell you to pound sand, and the FBI FOIA reply will probably say something along the lines of .... "these aircraft were not involved in 9/11, therefore your request is not pertinent and denied".

Perhaps the only way to get those records is through subpoena power through a lawsuit brought forward by a direct victim.

And i didnt see anything wrong with the explanation of the IRS system as explained in your links Rob. What i think you have is a home run, or atleast a triple.

I looked at your pictures and it sure looks to me that that plane backed out of gate D18 and here's why. The red M1 is parked,the Yellow M2 is pushed back from the gate, (plane pushed southout of the gate, toward bottom of picture) and judging by the lengthof taxi west, you are dead on for the left turn onto the other taxiway. Maybe there is a slight mis-match of the superimposingof the pictures that puts it on the opposite side, but by this information,it had to have been pushed back from the south side of the terminal aroundD18, definitely not from gate D26 imo. The IRS' use laser ring gyros and are pretty accurate, they are close to a Mil a piece. They do have a small allowable drift rate and if they exceed that they fault. And if i remember correctly, if they are aligned by using the airport designator only, they align to the gps position of the center of the airport. Pilots use gate position or actual gps position.

Cant help wonder what we are dealing with here. A swap ? A "show" plane and a "go" plane ? Shotty fabricated info ?

And i didnt see anything wrong with the explanation of the IRS system as explained in your links Rob. What i think you have is a home run, or atleast a triple.

I looked at your pictures and it sure looks to me that that plane backed out of gate D18 and here's why. The red M1 is parked,the Yellow M2 is pushed back from the gate, (plane pushed southout of the gate, toward bottom of picture) and judging by the lengthof taxi west, you are dead on for the left turn onto the other taxiway. Maybe there is a slight mis-match of the superimposingof the pictures that puts it on the opposite side, but by this information,it had to have been pushed back from the south side of the terminal aroundD18, definitely not from gate D26 imo. The IRS' use laser ring gyros and are pretty accurate, they are close to a Mil a piece. They do have a small allowable drift rate and if they exceed that they fault. And if i remember correctly, if they are aligned by using the airport designator only, they align to the gps position of the center of the airport. Pilots use gate position or actual gps position.

Cant help wonder what we are dealing with here. A swap ? A "show" plane and a "go" plane ? Shotty fabricated info ?

Anyway thats my .02

Thanks aerohead.

But i have to disagree that it looks like its from the south side of the concourse. Mainly because if we adjust to the south side, the aircraft would be taxing partially on grass and taking off south of RWY 30 from grass. This is what it would look like if it was pushed back from D18. Notice also the Green staging area positions are on top of the terminal and in the grass.

I think Undertow may have misinterpreted the Red and yellow positions (and i probably should have stated so in the original article so it didnt confuse people as it seems to be doing). I think the red is after pushback when the engine starts and the FDR is then recording the positions, then the yellow is forward movement into a "nose swing" right turn into a taxi.

But i have to disagree that it looks like its from the south side of the concourse. Mainly because if we adjust to the south side, the aircraft would be taxing partially on grass and taking off south of RWY 30 from grass. This is what it would look like if it was pushed back from D18. Notice also the Green staging area positions are on top of the terminal and in the grass.

I think Undertow may have misinterpreted the Red and yellow positions (and i probably should have stated so in the original article so it didnt confuse people as it seems to be doing). I think the red is after pushback when the engine starts and the FDR is then recording the positions, then the yellow is forward movement into a "nose swing" right turn into a taxi.

The rest falls in line.

That makes perfect sense with the yellow/red meanings reversed, and would put the plane pushing back from around D21 on the opposite side. The other way had it pushing back into the terminal and not from it, which didnt make sense to me. The IRS' are pretty accurate and this is a problem for the OCT. Thanks for the correction.

I havent researched the BTS information thoroughly, but i beleive it's been debunked. Do a search around this forum. The tail number used for AAL aircraft is a coded number, something like N5BDF (dont quote me as i dont recall).

I think tume can find you a direct link on this forum with the discussion.

That makes perfect sense with the yellow/red meanings reversed, and would put the plane pushing back from around D21 on the opposite side. The other way had it pushing back into the terminal and not from it, which didnt make sense to me. The IRS' are pretty accurate and this is a problem for the OCT. Thanks for the correction.

You're welcome.

Yeah, it doesnt make much sense for the aircraft to be positioned at the gate engines running and the FDR recording prior to push back. Thats how people get sucked into the engines... :-)

Unless they needed an airstart or ground power, which is unlikely, and it also doesnt match the rest of the overlay when start postion is adjusted on the south of the concourse.

The only path which fits the entire taxi to the runway is a north of concourse pushback, engine start, first lat/long recorded (Red M1), and then taxi from there.

I havent researched the BTS information thoroughly, but i beleive it's been debunked. Do a search around this forum. The tail number used for AAL aircraft is a coded number, something like N5BDF (dont quote me as i dont recall).

I think tume can find you a direct link on this forum with the discussion.